Coupler centering and pipe control device



5 Sheet-Slrl'eet 1 Jmesgsen lelzmoneyer May 9, 1944. .1. P. GOLDEN ET Al.

COUPLER CENTERING AND PIPE CONTROL DEVICE File'd" March 10, 1942 Quai May 9, 1944- J. P. GOLDEN ETAL OUPLER CENTERING AND PIPE CONTROL DEVICE Filed March l0, 1942 3 Sheets-Sheet 2 James 'sen n 74 arzANeg/er ATTO R N EY May 9 1944- J. P. GOLDEN l-:TAL l 2,348,466

coUPLER CENTERING AND PIPE CONTROL DEVICE Filed March 10,1942 s sheets-sheet` s INVENTORS u Jmes E olden lgrzgzonNeg/er BY k l ATTORNEY "pler,

Fig. 1; Y Fig. A5 -is a longitudinal sectional view "taken Patented May 9, 1944 COUPLERTCENTERING AND'PIPE AooN'raoI. DEyIcE James B. `Golden and Glennon A. Meyer, St. Charles, ,Mo.,assignors1to :American Car and Y Foundry Company, New York, .N. Y., a corpora- `tion of N ew-J erseyV Application March 10, 1942, Serial No.434,036`

(omis-21) 7 Claims.

This invention relates to coupler centering devices in general and in particular to such Vdevices for use on passenger cars where piping must be moved-in 'conjunction withthe coupler.

In the past coupler centeringdevices for Apassenger cars have been built `with tlie pipes either directly carried by the centering device or carried -by slides directly contacting the cou- In either case 'the vpipes were continually submitted to Abendingstresses and theslides were `in constant motion during `travel of the car,

since every small movement of 'the coupler was transmitted tothe slides and piping. Further, in most cases the `piping had to move in conjunction with thecoupler and, AVtherefore, was submitted to bending stresses in each direction. It is an object, therefore, of the present invention to provide -acoupler centering device and pipe control in which the pipes move only Yon the side toward which the coupler is swinging.

A further object of the invention is the provision of a coupler centering 4and pipe control device in which the pipes are unaffected .by small movements `of the coupler. A A Astill further #object-oi" the invention "is "the provision of -a `coupler centering and pipe control ydevice in which lost'motionfconnections "are provided to eliminate -wear lon the parts uand reduce the bending'of the pipes.

`spring arrangement;

Fig. 4 is a sectional View through 'the coupler carrier and takenfsubstantially online ll- L4 of substantiallyl on linel'54-f5 of Fig. 1;

Fig. 6-is `a plan view of (the improved device showing the position of parts 'when the coupler has swung to the left; l

Fig. 7'is a similar plan =view showing the 'position'of the parts whenlthecoupler 'hasswung to the right, and Y I lFigf isa'planlviewislrowing moreclearly'the N frela-tionshipof :the fslides `and lspring followers im;

'walls 3a of the coupler saddle 36.

`when the parts are in the full line position of Fig. 6.

Referring now to the drawings in detail, it will be seen that the coupler carrier has been illustrated as formed of a casting secured by any suitable means, such as bolts 2, to the flanges of the vertically extending vestibule posts P. The coupler carrier casting, as more clearly shown in Figs. 2 and 5-, is formed with a front Wall 4 of channel cross section and with a rear wall i5y also of channel cross'section connected to the front wall by transversely extending end `walls v8. The channel form 'front and rear walls are positioned with the ilanges directed `outwardly,V as clearly shown, and the webs are connected together by additional transversely `extending intermediate walls I0 providing therebetween space for the coupler centering mechanism later to be described. The upper portions of the front and rear Walls are connected together and to the walls 8 and I0 by means of atop Wall I2 which will provide a slide surface for the Vslides later to be described.

to the lower portion of the spring followers 22. YThe spring followers are in general cup shaped and have the bottom 24 thereof adapted to contact and bear against the transverse wall Il which will serve as a limiting stop. The bottom wall of each follower is pierced to receive guiding and retaining bolt or rod 26 extending through the Walls I0 and held in position by any suitable means such as nuts 28. Centering spring 30 surrounds the bolt or rod and bears at its ends upon the inner surface of the bottom of the cup like `spring followers. This spring is normally inserted with a predetermined amount `of compression, thus firmly holding the spring followers against thefstops or wallsY I. Each of the Spring followers is formed adjacent its open end with upstanding lugs 32 adapted to project above the front and rear walls of the coupler carrier for engagement with the end As most yclearly shown inFig. l1v the lugs 32 'and end wall @Il 'ofthe coupler saddle "are provided with inclined surfaces 38 so arranged as to interlock and prevent separation of the parts when pressure is applied thereto. The coupler saddle, as clearly shown in Fig. 5, is formed with surfaces 40 adapted to slide upon the top of the end walls 4 and 6 being guided in its sliding movement by depending walls 42 overlapping the edges of the top anges of the coupler carrier. The saddle is also provided with a surface 44 adapted to receive the shank 46 of the coupler. A certain amount ofree motion between the coupler shank and saddle is permitted but excessive movement is limited by means of upstanding buttressed ribs @8 engaging the side walls of the 5 coupler shank. These ribs may be curved or angularly arranged in orderto prevent binding of the coupler shank as it swings about the vertically disposed coupler pin 50 (Fig. 6).

As is customary in passenger service a steam pipe 52 is carried by the car structurev at one side of the coupler shank, while the brake pipe 54 and signal pipe 56 is carried at the other side of the coupler shank. As clearly shown in the figures, the steam pipe 52 is carried by clamps 58 mounted nearthe end of a pipe carrier or slide 60. This slide is supported by and adapted to slide upon the top walls I2 previously referred to and extends beneath the coupler saddle and between the lugs 32 of the spring followers. Mounted upon the slide 6D adjacent the steam pipe clamps is an upstanding buttress or stop 62 adapted to be engaged by the adjacent end wall of the coupler saddle after a predetermined movement of the saddle toward the stop. The slide 60 has a portion cut out in order to accommodate the upstanding lugs 32 of the spring followers and to form shoulders'64, 65, more clearly shown in Figs. 7, 8, which it will be seen normally hold the slide immovable. The brake and signal pipes are carried by clamps 66 and 68 respectively upon the upturned end 'Hl of slide 12. 'Ihis slide, like slide 60, is provided adjacent the pipes with a buttress stop i4 adapted -to be eny gaged by the adjacent end wall of the coupler saddle. Also the slide has a portion thereof` out out to provide shoulders 11S, ll, as best shown in Figs. 6, 8, whichv shoulders are adapted to engage the adjacent upstanding lugs 32 of the spring followers and normally hold the slide im movable.

From the preceding description of the parts it will be seen that normally the coupler shank can have small free movement with respect to the coupler saddle, such movement being permitted by the clearance between the shank and the upstanding ribs G8. It will also be seen that movement of thevcoupler shank to either side after it has contacted ribs` @il will cause one or the other of the spring followers to be moved, thereby compressing the spring 3) and storing energy therein which will return the coupler to centered position.` A considerable amount kof movement of the coupler saddle under control of the spiing 36 is permitted before the saddle strikes stops 62 or M carried by pipe slides 66 and 12 respectively, thus the coupler may have considerable movement without in any way causing the pipes to be shifted. Normally, the pipes will be held against shifting due to the shoulders 64, 65 and 15, l? engaging the spaced upstanding ears or lugs 32 of the spring followers. However, when the coupler saddle has moved suiiciently far to 'one side, such as shown in Fig. 6, the end wall of the saddle will strike the lug or stop Bland carry slide 60 with it, moving the steam pipe from the position shown by line and dash in Fig. 6 to the full line position. Such movement of the slide is, of course, permitted since the lugs 32 of the right hand spring follower have moved out of the way of the adjacent shoulder 65 on the pipe slide 60. During movement of the coupler to the left, as shown in Fig. 6, slide 12 cannot move since the saddle is moving away from stop 14 and even if a slight frictional drag tended to move the pipe slide 12,

y such movement would be limited to a very small amount since the slide would strike the end wall 8 which is adjacent the steam pipe. Swinging of the coupler shank to the right, as shown in Fig/7, willcause movement of the left hand spring follower, thereby compressing the spring and after a predetermined amount of movement the coupler saddle will strike stop 14 moving pipe slide 'l2 to the right until it assumes the full line position shown in Fig. 7. Here again, movement of slide 12 is permitted since the left hand spring follower has moved out of the way of shoulder 1l, formed on the slide 12, and movement of slide 6B toward the right, even if it occurs, is limited by the slide striking the end wall 8 adjacent the brake and signal pipes. Thus it will be seen that the coupler may have a considerable predetermined movement without in any way causing movement of the pipe carrying slides. Further, it will be seen that even when excessive movement of the coupler causes movement of the pipe carrying slides only one slide at a time can 'move and this slide moves only a small amount, thereby relieving the pipes of excessive strain and the slides of excessive wear.

While the invention has been described more or less in detail, it will be obvious to persons rearrangements of parts may be made and all are contemplated as will fall within the scope of fthe appended claims deiining our invention.

What is claimed is: 1. In a coupler'centering and pipe control device for railway cars, a transversely movable coupler, a coupler carrier' secured to the car fand Yextending transversely thereof, a coupler saddle slidably mounted on said carrier for movement therealong and supporting said coupler, a slide located on each side of the coupler land each supporting a pipe and resting upon said carrier for sliding movement along the carrier relative to each other and to the coupler saddle, yielding means normally holding said coupler and coupler saddle in a central position,

`and means carried by said slides and engageable with said saddle to move one of the slides after .a predetermined transverse movement Vof said saddle from the normal central position.V

2. In a coupler centering and pipe control device for railway cars, a transversely movable -couplena coupler carrier secured to the car and extending transversely thereof, a coupler saddle 'slidably mountedon said carrier for movement therealong and supporting said coupler, yielding means normally holding said coupler and coupler saddle in a central position, a slide'located on each side of the coupler and each supporting a pipe and being supported bysaid cou- .pler carrier for movement along the carrier relative to each other and to the coupler saddle, and means to independently move the slide carrying thepipe toward ywhich the coupler is moving and only after a predetermined transverse movement of said coupler saddle.

3. In a coupler centering and pipe control device for railway cars, a transversely movable coupler, a coupler carrier secured to the car and extending transversely thereof, a coupler saddle slidably mounted on said carrier for movement therealong and supporting said coupler, yielding means normally holding said coupler and coupler saddle in a central position, pipes located on either side of said coupler, a pair of pipe carrying slides supported by said coupler carrier for independent movement along the carrier relative to each other and to the coupler saddle, means to move the slide carrying the pipe toward which the coupler is moving and only after a predetermined movement of said coupler saddle, and means preventing any substantial movement of the slide carrying the pipe away from which the coupler is moving.

4. In a coupler centering and pipe control device for railways cars, a transversely movable coupler, a coupler carrier secured to the car and extending transversely thereof, a coupler saddle slidably mounted on said carrier for movement therealong and supporting said coupler, spring followers bearing upon said coupler carrier and being 'formed with lugs engaging the sides of said coupler saddle, a spring interposed between and urging apart said followers, pipes located upon each side of said coupler in spaced relation thereto, a pair of independent pipe carrying slides supported by said coupler carrier for transverse sliding movement relative to the car, means on said slides engaging said lugs and normally holding said slides against such movement and means on said slides engageable by said saddle to move the respective slide only after a predetermined movement of said saddle toward the pipe carried by the slide.

5. In a coupler centering and pipe control device for railway cars, a transversly movable coupler, a coupler carrier secured to the car and extending transversely thereof, a coupler saddle slidably mounted on said carrier for movement therealong and supporting said coupler, spring followers bearing upon said coupler carrier and being formed with lugs engaging the sides of said coupler saddle, a spring interposed between and urging apart said followers, pipes located upon each side of said coupler in spaced relation thereto, a, pair of independent pipe carrying slides supported by said coupler carrier for transverse sliding movement relative to the car, means on said slides engaging said lugs and normally holding said slides against such movement and means on said slides engageable by said saddle to move the respective slide only after a predetermined movement of said saddle toward the pipe carried by the slide, and said slides engaging said carrier to prevent any substantial movement of the slide carrying the pipe away from which the coupler is moving.

6. In a coupler centering and pipe control device for railway cars, a transversely movable coupler, a coupler carrier secured to the car and extending transversely thereof, a coupler saddle slidably mounted on said carrier for movement therealong and supporting said coupler, yielding means normally holding said coupler and coupler saddle in a central position, a slide located on each side of the coupler and each carrying a pipe and being supported by said coupler carrier for controlled transverse movement relative to the car in one direction only from its normal position and after a predetermined transverse movement of said coupler.

7. In a coupler centering and pipe control device for railway cars, a transversely movable coupler, a coupler carrier secured to the car and extending transversely thereof, a coupler saddle slidably mounted on said carrier for moment therealong and supporting said coupler, yielding means normally holding vsaid coupler and cou pler saddle in a central position, a slide located on each side of the coupler and each carrying a pipe and being supported by said coupler carrier for controlled transverse movement relative to the car in one direction only from its normal position in which it is held in a central position by said yielding means, and means for moving said slides in conjunction with said coupler only after a predetermined transverse movement of the coupler.

JAMES P. GOLDEN. GLENNON A. MEYER. 

